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Centrifugal pendulum vibration absorbers in heavy-duty truck powertrains

Modelling, simulation and experimental investigations

Time: Fri 2022-01-28 10.00

Location: F3, Lindstedtsvägen 26 & 28, Stockholm

Video link:

Language: English

Subject area: Vehicle and Maritime Engineering

Doctoral student: Erik Gomez , Marcus Wallenberg Laboratoriet MWL

Opponent: Professor Ole Balling, Aarhus University

Supervisor: Professor Leif Kari, Farkost- och flygteknik, Farkostteknik, VinnExcellence Center for ECO2 Vehicle design, Marcus Wallenberg Laboratoriet MWL; Ines Lopez Arteaga, VinnExcellence Center for ECO2 Vehicle design, Marcus Wallenberg Laboratoriet MWL


The heavy-duty vehicle industry is facing big challenges to reduce CO2 emissions. Although electrification is on the rise, the combustion engine will used for some time to come. Unfortunately, CO2 reduction methods, such as downspeeding, down-sizing and increased cylinder gas-pressure, result in increased torsional vibrations and noise which must be addressed. Conventional torsional vibration reduction methods alone, such as the clutch-damper, will not suffice. The centrifugal pendulum vibration absorber (CPVA) is a torsional vibration reduction device that has not conventionally been used in heavy-duty vehicles and is herein investigated.This work presents analytical, simulation and experimental investigations of the CPVA. First, a model of a centrifugal pendulum vibration absorber with a general suspension architecture is derived with Kane's method. The model allows for different pendulum paths and relative rotation of the pendulum body with respect to the rotor. A normal-force friction loss of the pendulum is developed together with a measurement method to determine the friction coefficient. The measurement method may also be used to validate the pendulum model parameters without any special test-apparatus other than standard accelerometers and a data acquisition system. The developed CPVA model is then included in a torsional model of the complete powertrain including gas-pressure based excitation from the engine model. The powertrain model is developed to simulate transient and quasi-steady state conditions in the time-domain. Also, a continuous model of the end-stops of the pendulum are implemented which also facilitates the simulation.It is concluded that it is important to include the system dynamics of the powertrain in the final design of the CPVA. Also, by exploiting the frequency veering property of the CPVA, powertrain resonances can be completely eliminated.